EP1948918B1 - Procede de commande de turbocompresseur a mecanisme a geometrie variable et soupape de decharge - Google Patents

Procede de commande de turbocompresseur a mecanisme a geometrie variable et soupape de decharge Download PDF

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Publication number
EP1948918B1
EP1948918B1 EP05810490.2A EP05810490A EP1948918B1 EP 1948918 B1 EP1948918 B1 EP 1948918B1 EP 05810490 A EP05810490 A EP 05810490A EP 1948918 B1 EP1948918 B1 EP 1948918B1
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EP
European Patent Office
Prior art keywords
variable
turbine
waste gate
geometry mechanism
engine
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Application number
EP05810490.2A
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German (de)
English (en)
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EP1948918A1 (fr
Inventor
Sebastien Ferrari
Edouard Massart
Alain Lombard
Jerome Metka
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Honeywell International Inc
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Honeywell International Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to turbochargers having a variable-geometry mechanism for regulating the flow area of the nozzle leading into the turbine, and having a waste gate for causing exhaust gas to bypass the turbine under certain conditions.
  • variable-geometry mechanism (which can comprise a sliding piston or slide vane, or variable vanes in the nozzle, or the like) is typically movable between a fully closed position and a fully open position. In the fully closed position, the nozzle is significantly closed (and in some cases completely closed) by the mechanism. In the fully open position of the piston, the nozzle is significantly open (and in some cases completely open).
  • variable-geometry mechanism can be difficult to control at the very beginning of the opening process. When the mechanism is opened just slightly from its fully closed position, it can create a significant amount of disturbance in the exhaust gas flow into the turbine, thereby decreasing efficiency of the turbocharger.
  • DE 101 32 672 A1 discloses an exhaust turbocharger with variable geometry mechanism and waste gate for regulating boost.
  • the present invention addresses the above needs and achieves other advantages by providing a method for controlling a variable-geometry turbocharger having a turbine wheel mounted for rotation in a turbine housing, the turbine housing defining a chamber surrounding the turbine wheel for receiving exhaust gas from an engine and further defining a nozzle leading from the chamber generally radially inwardly to the turbine wheel through which exhaust gas flows from the chamber to the turbine wheel.
  • the turbine includes a variable-geometry mechanism movable to regulate flow through the nozzle.
  • the turbine further comprises a waste gate movable between a closed position in which substantially all of the exhaust gas is directed from the engine through the turbine nozzle to the turbine wheel and a plurality of open positions for allowing a variable proportion of the exhaust gas to bypass the turbine.
  • the turbine further comprises a variable-geometry actuator operable to move the variable-geometry mechanism to regulate flow through the nozzle and a waste gate actuator operable to move the waste gate between the closed and open positions.
  • turbocharger boost is regulated by regulating the position of the waste gate, while the variable-geometry mechanism is in its most-closed position (in which flow is still able to pass through the turbine).
  • boost is regulated by regulating the position of the variable-geometry mechanism, while the waste gate is closed or substantially closed.
  • boost is regulated by regulating the position of the waste gate, while the variable-geometry mechanism is open or substantially open.
  • the waste gate is positioned in a relatively open position and the variable-geometry mechanism begins to open while simultaneously the waste gate begins to close. It is thought that the open position of the waste gate reduces the pressure of the exhaust gas in the chamber and thereby reduces the amount of flow disturbance that occurs as the variable-geometry mechanism begins to open.
  • variable-geometry mechanism in another preferred embodiment, there is a second transition region between the intermediate-speed regime and the high-speed regime. As speed increases through the second transition region, the variable-geometry mechanism is in a relatively open position and the waste gate begins to open.
  • the variable-geometry mechanism comprises a sliding piston.
  • the turbine can include vanes mounted in the nozzle.
  • the vanes can be of fixed geometry.
  • the piston can be omitted and variable-geometry vanes can be employed as the variable-geometry mechanism.
  • FIG. 1 An engine and turbocharger system 10 in accordance with one embodiment of the invention is depicted in diagrammatic fashion in FIG. 1 .
  • the system comprises an internal combustion engine 12 that is supplied with a mixture of fuel and air via an intake manifold 14 and exhausts the products of combustion, referred to as "exhaust gas", via an exhaust manifold 16.
  • exhaust gas the products of combustion
  • the exhaust manifold is connected to an exhaust conduit 18.
  • the system further comprises a turbocharger 20.
  • the turbocharger comprises a compressor 22 and a turbine 24 mounted on a common shaft 26.
  • the turbine is supplied with exhaust gas from the exhaust conduit 18, and expands the exhaust gas (which is at relatively high pressure and temperature) so as to extract mechanical power from the exhaust gas, after which the expanded exhaust gas is discharged from the turbine via an exhaust gas discharge 28.
  • the turbine rotatably drives the shaft 26 and thus drives the compressor 22.
  • the compressor draws in ambient air through a compressor inlet 30 ; typically the air is first passed through an air filter 32 to remove particulate matter that could damage the compressor.
  • the compressor compresses the air to a higher pressure and discharges the pressurized air (also called "charge air”) through a charge air conduit 34. It is frequently advantageous to pass the charge air through a charge air cooler (CAC) 36 to reduce the temperature of the charge air before it is supplied to the engine intake manifold 14.
  • CAC charge air cooler
  • the system 10 employs a turbine 24 that has variable geometry for regulating the flow of exhaust gas through the turbine.
  • a turbine is referred to herein as a "variable-geometry turbine” or “VGT”, but this generic term is intended to encompass turbines with any type in which a variable-geometry mechanism (illustrated diagrammatically by arrows 38 in FIG. 1 ) is used for regulating exhaust gas flow through the turbine.
  • variable-geometry mechanism 38 can comprise an axially slidable piston or "slide vane” as known in the art, or an array of vanes in the turbine inlet, either of which mechanisms can be variably positioned under the control of a suitable actuator so as to control the sizes and configurations of exhaust gas flow passages leading into the turbine and thereby regulate flow.
  • the system 10 also comprises a "waste gate” or bypass valve 40 that is connected between the exhaust gas conduit 18 and the exhaust gas discharge 28 of the turbine.
  • the waste gate comprises a controllable valve that is variably positionable for regulating flow rate through the valve.
  • the waste gate is connected to a suitable actuator for positioning the valve.
  • the system 10 also comprises an engine control unit (ECU) 42 that is coupled with various components of the engine 12, with the actuator for the variable-geometry mechanism 38 of the turbine, and with the actuator for the waste gate 40.
  • the ECU 42 comprises a programmed microprocessor with a storage or memory for data, operable to receive signals from various sensors associated with the engine 12, with the variable-geometry mechanism 38 , and with the waste gate 40 , and to execute programmed instructions, taking into account the signals from the sensors.
  • the ECU is operable to control the positions of the variable-geometry mechanism and the waste gate based on the signals from the sensors, as further described below.
  • the positions of the variable-geometry mechanism and the waste gate are controlled for regulating the "boost" provided by the compressor 22 -i.e., the amount of pressurisation of the charge air supplied to the engine intake manifold 14.
  • the amount of boost determines the degree to which the power output from the engine is augmented relative to the power output that would be obtained with no boost.
  • the engine power output vary in a smooth fashion throughout the engine operating envelope, and the attainment of this goal requires close control of the boost level to avoid sudden surges of power and the like.
  • the positions of the variable-geometry mechanism and the waste gate are controlled in different ways depending on the operating regime in which the engine is operating. More particularly, the positions of the variable-geometry mechanism and the waste gate are dependent on engine load and engine speed.
  • One embodiment of the invention is depicted in FIG. 2 .
  • the engine operating envelope is divided into three regimes: Regime I encompasses relatively low engine speeds; Regime II encompasses intermediate engine speeds; and Regime III encompasses relatively high engine speeds. There is a first transition region T1 between Regimes I and II, and a second transition region T2 between Regimes II and III.
  • Boost is regulated by controlling the position of the waste gate 40 so as to bypass a variable amount of exhaust gas around the turbine.
  • Various control schemes can be used for regulating boost via control of the waste gate, and the invention is not limited in that respect.
  • variable-geometry mechanism and the waste gate are controlled in particular ways in order to accomplish a smooth transition as the variable-geometry mechanism begins to open for operation in Regime II. More particularly, as illustrated in FIG. 3 , as the variable-geometry mechanism is initially moved from its fully closed position toward a more-open position, the waste gate simultaneously is moved from a relatively open position toward its closed position for operation in Regime II.
  • This transition occurs, as shown in FIG. 2 , at a predetermined engine speed for a given load, and the predetermined engine speed depends on engine load. Thus, in general, the transition occurs at a higher engine speed as load increases.
  • various transition schemes can be used, and the illustrated one is presented merely for explanatory purposes.
  • variable-geometry mechanism in a relatively open position (i.e., not fully closed) at the moment that the variable-geometry mechanism begins to open serves to reduce the pressure of the exhaust gas entering the turbine via the variable-geometry mechanism and may reduce the amount of flow disturbance caused when the variable-geometry mechanism just begins to open. As the variable-geometry mechanism continues to open, the waste gate simultaneously can be closed.
  • the variable-geometry mechanism is fully open and the waste gate is moved from its fully closed position toward a more-open position.
  • this transition occurs at a predetermined engine speed for a given load, and the predetermined engine speed depends on engine load. In general, the transition occurs at a higher engine speed as load increases.
  • various transition schemes can be used, and the illustrated one is presented merely for explanatory purposes.
  • the locus of engine load-engine speed points delimiting the upper end of Regime I is denoted "N1".
  • N1 is a predetermined engine speed at which the transition region T1 begins; thus, below N1, the variable-geometry mechanism is closed and the waste gate is used for regulating boost.
  • the locus of engine load-engine speed points delimiting the upper end of Regime II is denoted "N2".
  • N2 is a predetermined engine speed at which the transition region T2 begins; thus, above N2, the variable-geometry mechanism is open and the waste gate is used for regulating boost.
  • the waste gate is maintained in a relatively closed position and boost is regulated by regulating the position of the variable-geometry mechanism.
  • N1' there is also a predetermined engine speed (dependent on engine load) N1' that delimits the lower end of Regime II at which the transition region T1 begins when speed is decreasing.
  • the speed N1' may or may not be equal to the speed N1 for a given engine load.
  • N2' there is a predetermined engine speed (dependent on engine load) N2' that delimits the lower end of Regime III at which the transition region T2 begins when speed is decreasing.
  • the speed N2' may or may not be equal to the speed N2 for a given engine load.
  • N1' is somewhat higher than N1
  • N2' is somewhat higher than N2.
  • each of the variable-geometry mechanism and the waste gate can be based on a predetermined function dependent on variables such as time, load, or speed, as stored in the ECU's memory, or can be at a predetermined fixed time rate of change stored in memory.
  • condition B the waste gate 40 is closed and the variable-geometry mechanism 38 is regulating boost, under the control of the ECU 40.
  • the transition region T1 is encountered.
  • the ECU 40 commands the variable-geometry mechanism to begin closing and simultaneously commands the waste gate to begin opening (i.e., essentially the reverse of what is shown in FIG. 3 ).
  • the movement of each of the variable-geometry mechanism and the waste gate can be based on a predetermined function dependent on variables such as time, load, or speed, as stored in the ECU's memory, or can be at a predetermined fixed time rate of change stored in memory.
  • condition B the waste gate 40 is closed and the variable-geometry mechanism 38 is regulating boost, under the control of the ECU 40 .
  • the transition region T2 is encountered.
  • the variable-geometry mechanism is fully open, under the command of the ECU 40 , and the ECU commands the waste gate to begin, opening (see FIG. 4 ).
  • the movement of the waste gate can be based on a predetermined function dependent on variables such as time, load, or speed, as stored in the ECU's memory, or can be at a predetermined fixed time rate of change stored in memory.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)

Claims (6)

  1. Procédé de commande d'un turbocompresseur (10) à géométrie variable doté d'une turbine (24) comportant une roue de turbine montée de façon tournante dans un carter de turbine, le carter de turbine définissant une chambre entourant la roue de turbine pour recevoir du gaz d'échappement provenant d'un moteur (12) et définissant en outre une buse conduisant de la chambre de façon généralement radiale vers l'intérieur jusqu'à la roue de turbine à travers laquelle du gaz d'échappement s'écoule de la chambre à la roue de turbine, la turbine (24) comprenant un mécanisme (38) de géométrie variable qui peut être déplacé pour réguler l'écoulement à travers la buse, la turbine (24) comportant en outre une soupape (40) de décharge mobile entre une position fermée dans laquelle sensiblement la totalité du gaz d'échappement est dirigée en provenance du moteur (12) à travers la buse de turbine jusqu'à la roue de turbine et une pluralité de positions ouvertes différant les unes des autres par leurs degrés d'ouverture pour permettre à une proportion variable du gaz d'échappement de contourner la turbine (24), le procédé comportant les étapes consistant :
    à des vitesses du moteur inférieures à une première vitesse prédéterminée N1, à maintenir le mécanisme (38) de géométrie variable dans une position relativement fermée et à réguler la suralimentation du turbocompresseur (10) en régulant la position de la soupape (40) de décharge ;
    à des vitesses intermédiaires du moteur comprises entre la première vitesse N1 et une deuxième vitesse N2 prédéterminée plus élevée, à maintenir la soupape (40) de décharge dans une position relativement fermée et à réguler la suralimentation en régulant la position du mécanisme (38) de géométrie variable ; et
    à des vitesses du moteur supérieures à N2, à maintenir le mécanisme (38) de géométrie variable dans une position relativement ouverte et à réguler la suralimentation en régulant la position de la soupape (40) de décharge.
  2. Procédé selon la revendication 1, caractérisé en ce que lorsque la vitesse du moteur augmente en passant par N1, la soupape (40) de décharge se trouve dans une position relativement ouverte et le mécanisme (38) de géométrie variable commence à s'ouvrir pendant que la soupape (40) de décharge commence à se fermer.
  3. Procédé selon la revendication 1, caractérisé en ce que lorsque la vitesse du moteur augmente en passant par N2, le mécanisme (38) de géométrie variable se trouve dans une position relativement ouverte et la soupape (40) de décharge commence à s'ouvrir.
  4. Procédé selon la revendication 3, caractérisé en ce qu'à des vitesses supérieures à N2, le mécanisme (38) de géométrie variable se trouve dans une position complètement ouverte.
  5. Procédé selon la revendication 1, caractérisé en ce que le mécanisme (38) de géométrie variable se trouve dans une position intermédiaire entre une position complètement fermée et une position complètement ouverte lorsque la vitesse du moteur est comprise entre N1 et N2.
  6. Procédé selon la revendication 1, comportant en outre les étapes consistant :
    tandis que la vitesse du moteur augmente jusqu'à ladite première vitesse N1 de sorte que le mécanisme (38) de géométrie variable doit être ouvert, à positionner la soupape (40) de décharge dans une position ouverte pendant que le mécanisme (38) de géométrie variable se trouve encore dans la position fermée de façon à faire en sorte qu'une proportion du gaz d'échappement contourne la turbine (24) et à réduire ainsi la pression du gaz d'échappement dans la chambre ; et
    pendant que ladite pression réduite du gaz d'échappement est en vigueur, à déplacer le mécanisme (38) de géométrie variable de la position fermée vers une position ouverte.
EP05810490.2A 2005-10-12 2005-10-12 Procede de commande de turbocompresseur a mecanisme a geometrie variable et soupape de decharge Active EP1948918B1 (fr)

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PCT/US2005/036621 WO2007046783A1 (fr) 2005-10-12 2005-10-12 Procede de commande de turbocompresseur a mecanisme a geometrie variable et soupape de decharge

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EP1948918A1 EP1948918A1 (fr) 2008-07-30
EP1948918B1 true EP1948918B1 (fr) 2016-04-13

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WO (1) WO2007046783A1 (fr)

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IT1395983B1 (it) * 2009-10-15 2012-11-09 Magneti Marelli Spa Metodo di controllo di una valvola wastegate in un motore a combustione interna turbocompresso
US8468824B2 (en) * 2011-02-25 2013-06-25 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
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US9291093B2 (en) * 2013-02-08 2016-03-22 GM Global Technology Operations LLC Turbocharger flow control
JP6536696B2 (ja) * 2016-01-22 2019-07-03 日産自動車株式会社 ウェストゲートバルブの制御方法および制御装置
US10066541B2 (en) 2016-04-29 2018-09-04 Fca Us Llc Physics-based vehicle turbocharger control techniques
US10584630B2 (en) 2016-06-06 2020-03-10 Fca Us Llc Power-based turbocharger boost control techniques
CN110573710B (zh) * 2017-04-19 2021-01-01 日产自动车株式会社 内燃机的控制方法以及内燃机的控制装置
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Also Published As

Publication number Publication date
WO2007046783A1 (fr) 2007-04-26
EP1948918A1 (fr) 2008-07-30
US20080282698A1 (en) 2008-11-20
US8112994B2 (en) 2012-02-14

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